Transmission shifter with lever-position locking device

ABSTRACT

A shifter is provided for shifting a vehicle transmission between a plurality of different gear positions. The shifter includes a base, and a shift lever pivoted to the base for movement between shift lever positions corresponding to the different gear positions. The shift lever includes a flange with an arcuate slot with a first enlarged pocket corresponding to a first one of the different gear positions and a second enlarged pocket corresponding to a second one of the different gear positions. An electromechanical device is provided having an extendable pin that is configured to engage the first enlarged pocket and lock the shift lever in the first one gear position until first predetermined vehicle conditions are met, and further that is configured to engage the second enlarged pocket and lock the shift lever in the second one gear position until second predetermined vehicle conditions are met.

CROSS REFERENCE TO RELATED APPLICATION

[0001] The present application claims benefit under 35 USC §119(e) ofprovisional application Ser. No. 60/146,257, filed Aug. 29, 1999,entitled SHIFTER WITH PARK LOCK AND NEUTRAL LOCK DEVICE, the entirecontents of which are incorporated herein by reference, and further thisapplication is a continuation of application Ser. No. 09/626,842, filedJul. 27, 2000, entitled SHIFTER WITH PARK LOCK AND NEUTRAL LOCK DEVICE.

BACKGROUND OF THE INVENTION

[0002] The present invention relates to shifters for transmissions ofpassenger vehicles, and more particularly relates to shifters havingdevices to control movement of the shift lever between gear positions.

[0003] Passenger vehicles in the United States have the driver's seatpositioned in a front left side of the passenger compartment. Thetransmission shifter is typically positioned between the front vehicleseats for operation with the driver's right hand. However, passengervehicles in many other countries, such as Japan, position the driver onthe front right side of the passenger compartment. The shifter is oftenstill positioned between the vehicle seats, but the shifter is locatedon a left side of the driver for left-handed operation. This can causenumerous problems in factories created to manufacture both left-handdrive and right-hand drive vehicles. For example, twice as many partnumbers are created, one set for right-hand driven vehicles and one setfor left-hand driven vehicles. Inventories increase dramatically becausethere are twice as many parts that must be inventoried. Further, twiceas many tools and fixtures must be created and lower volumes of eachparts are used, thus reducing efficiencies of manufacture while addingto storage costs. Also, there are significant advantages to postponingthe decision as to which type vehicle (i.e., left-hand or right-handdrive) will be produced to as late in the assembly process. Further,there are advantages to being able to switch a vehicle from left-hand toright-hand style and vice versa with as few parts as possible. Thus, ashifter that uses a maximum of common parts is desired.

[0004] Modern vehicle shifters also have another problem. Modern vehicleshifters have park lock devices that lock their shift levers in the parkgear position until predetermined vehicle conditions are met. Forexample, federal regulations require that a vehicle's brake pedal bedepressed and an ignition key be turned on before a shift lever can bemoved from its park gear position to a drive gear position. The reasonfor this is so that the vehicle is operational but braked before anoperator shifts into gear. Also, modern vehicle shifters are now beingspecified or proposed with neutral lock devices and/or reverse lockoutdevices to prevent them from being accidentally shifted from drive gearposition or neutral gear position into reverse gear position while thevehicle is moving forward at too great of speed. Some shifter systemsare proposed that are constructed to prevent a transmission fromshifting from drive gear position into reverse gear position while thevehicle is going too fast, but they typically do not prevent the shiftlever itself from being accidentally moved into the reverse gearposition. As a result, when the vehicle does slow down and thetransmission is “unlocked,” the transmission drops with a sharp joltinto the reverse gear position. This can result in a potentially unsafecondition since the vehicle suddenly and unexpectedly operate. It isdesirable to prevent the shift lever itself from being accidentallyshifted from the drive gear position into the reverse gear position.

[0005] Several ways are known to provide a park lock. Often they use asolenoid to extend a pin into a pawl-engaging cam in a way that preventsa pawl from exiting a park notch. The solenoid is connected to a controlcircuit with a controller programmed to require that predeterminedvehicle conditions be met before the solenoid is energized. As a result,a shift lever cannot be moved out of its park gear position until thepredetermined vehicle conditions are met. For example, the predeterminedvehicle conditions may include a requirement that the brake pedal bedepressed.

[0006] Present proposals for neutral lock devices include a secondsolenoid not unlike the park lock solenoid. This second solenoid has anextendable pin that can be extended to engage a pawl-engaging cam in away that prevents the pawl from moving from neutral toward the reverseor drive gear position unless predetermined vehicle conditions are met.A problem is that solenoids are expensive, and including two solenoidsin a shifter results in a relatively expensive shifter assembly.

[0007] Some park lock devices utilize a cable connected to a vehiclecomponent, such as to a brake pedal or actuator. The cable is connectedto the shifter in a manner preventing shifting from park gear positionuntil predetermined vehicle conditions, such as the ignition key beingon, are met. However, cables are also expensive to purchase. Further,the cables must be routed in the vehicle and connected at each end,making them expensive to install. Further, it is not at all clear howsuch a construction could be made to provide a neutral lock function.

[0008] Accordingly, a shifter solving the aforementioned problems andhaving the aforementioned advantages is desired.

SUMMARY OF THE PRESENT INVENTION

[0009] In one aspect of the present invention, a shifter is provided forshifting a transmission between different gear positions including aplurality of different gear positions. The shifter includes a base, anda shift lever pivoted to the base for movement between shift leverpositions corresponding to the different gear positions. The shift leverincludes a flange with an elongated slot with a first enlarged pocketcorresponding to a first one of the different gear positions and asecond enlarged pocket corresponding to a second one of the differentgear positions. A control circuit is provided that is adapted to senseat least one vehicle condition. An electromechanical device is providedhaving an extendable pin that is continuously positioned in the slot inall positions of the shift lever. The extendable pin is configured toengage the first enlarged pocket and lock the shift lever in the firstone gear position until first predetermined vehicle conditions are met,and further is configured to engage the second enlarged pocket and lockthe shift lever in the second one gear position until secondpredetermined vehicle conditions are met.

[0010] In another aspect of the present invention, a shifter includes abase, and a shift lever pivoted to the base for movement between shiftlever positions corresponding to the different gear positions. The shiftlever includes a flange with an elongated slot with an enlarged neutralpocket. A control circuit is provided that is adapted to sense at leastone vehicle condition. An electromechanical device has an extendable pinthat is continuously positioned in the slot in all positions of theshift lever. The extendable pin is configured to engage the neutralpocket and lock the shift lever in the neutral shift lever positionuntil first predetermined vehicle conditions are met.

[0011] In another aspect of the present invention, a shifter includes abase, and a shift lever pivoted to the base for movement between shiftlever positions corresponding to the different gear positions, the shiftlever including a flange with a park-defining feature and aneutral-defining feature. A control circuit is provided that is adaptedto sense at least one vehicle condition, and an electromechanical deviceis provided having an extendable pin that is configured to engage theneutral-defining feature and lock the shift lever in the neutral shiftlever position until first predetermined vehicle conditions are met. Theextendable pin is further configured to engage the park-defining featureand lock the shift lever in the park shift lever position until secondpredetermined vehicle conditions are met.

[0012] These and other features, objects, and advantages of the presentinvention will become apparent to a person of ordinary skill uponreading the following description and claims together with reference tothe accompanying drawings.

BRIEF DESCRIPTION OF DRAWINGS

[0013]FIGS. 1 and 2 are perspective views of shifters constructed forright-hand driven vehicles and left-hand driven vehicles, respectively;

[0014]FIG. 3 is a perspective view of the shifter shown in FIGS. 1 and2, but with the covers removed to show the symmetrical shiftertherebelow;

[0015]FIG. 4 is an exploded perspective view of the shifter shown inFIG. 3;

[0016]FIG. 5 is a perspective view of the shift lever shown in FIG. 4;

[0017]FIG. 6 is an exploded perspective view of the shifter shown inFIG. 3;

[0018]FIG. 7 is an enlarged fragmentary perspective view of the solenoidand the locking member of the shifter shown in FIG. 4;

[0019]FIG. 7A is an enlarged fragmentary perspective view of thesolenoid and the locking member of the shifter shown in FIG. 4;

[0020]FIG. 8 is an enlarged fragmentary perspective view of an assemblyof the solenoid and the locking member shown in FIG. 7;

[0021]FIGS. 9 and 10 are schematic views of the solenoid of FIG. 7,showing the solenoid in a retracted position and in an extendedposition, respectively;

[0022] FIGS. 11-14 are cross-sectional views taken transversely acrossthe configured slot in the gated member at the park, reverse, neutral,and drive positions in the slot;

[0023]FIGS. 15 and 16 are cross-sectional views similar to the FIG. 11,but showing the extendable pin in the solenoid as being in the retractedand extended positions, respectively;

[0024]FIG. 17 is a cross-sectional view similar to the FIG. 13, butshowing the extendable pin of the solenoid as being in the extendedposition;

[0025]FIGS. 18 and 19 are side views of the extendable pin and thehousing of the solenoid shown in FIG. 9;

[0026]FIG. 20 is a cross-sectional view showing the internal details ofthe solenoid shown in FIG. 9;

[0027]FIG. 21 is a fragmentary perspective view of the “down wall 85A”of a modified shifter, the view being similar to FIG. 7;

[0028]FIG. 21A is a fragmentary perspective view of the shifter of FIG.21, but of an opposite side and similar to FIG. 7A;

[0029]FIG. 22 is a schematic cross-sectional view taken along the lineXXII-XXII in FIG. 21;

[0030]FIGS. 23 and 23A are fragmentary perspective views of the modifiedshifter of FIG. 21, but including the extendable pin 113A of thesolenoid operated locking device, FIGS. 23 and 23A being of oppositesides, similar to FIGS. 8 and 7A respectively; and

[0031] FIGS. 24-28 are schematic side cross-sectional views of theextendable pin of FIG. 21, the FIGS. 24-28 showing various positions ofthe shift lever and the extendable pin as described below.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENT

[0032] A shifter 30 (FIG. 1) embodying the present invention is providedfor shifting a vehicle transmission. The shifter 30 has a shift lever 34that is movable along a first path 36 in an automatic shifting mode thatincludes the automatically shifting gear positions park “P”, reverse“R”, neutral “N”, drive “D”, and low drive “L” (PRNDL), and that ismovable along parallel second or third shift paths 37 and 38 in a manualshifting mode including upshift and downshift gear positions (“+” and“−”). Specifically, the shifter 30 includes a base 31 and a levercarrier 32 (FIG. 4) pivoted to inner casing 48 of the base 31 (FIG. 4)for movement about a first axis 33. The shift lever 34 is pivoted to thelever carrier 32 for movement about a second axis 35 perpendicular tothe first axis 33. By this arrangement, the shift lever 34 can beselectively pivoted along the center or first path 36 (FIG. 3) orselectively moved into and pivoted along the parallel second and thirdpaths 37 and 38 located on opposite sides of the first path 36. Thesymmetry of paths 37 and 38 allow the same shifter 30 to be used eitherin left-hand driven vehicles, such as those driven in the United States(see FIG. 1), or in right-hand driven vehicles, such as those driven inEurope (see FIG. 2). The only difference in such vehicles is a cover 39(FIG. 1) or cover 39′ (FIG. 2) attached to the base 31. The cover 39includes a slot 40 shaped to limit movement of the shift lever 34 to thefirst shift path 36 and the second shift path 37, and the cover 39′includes a slot 40′ shaped to limit movement of the shift lever 34 tothe first shift path 36 and the third shift path 38.

[0033] The lever carrier 32 (FIG. 4) has parallel pairs of notches 41for positions P, R, N, D, and L that correspond to the gear positionspark, reverse, neutral, drive, and low drive, respectively. The shiftlever 34 has a pawl 42 (FIG. 5) operably engaging the notches 41 tocontrol movement of the shift lever 34 between the gear positions whenthe shift lever 34 is pivoted about the first axis 33 along the firstpath 36. A gated member 43 (FIG. 4) is pivoted by a pivot pin 76 to thebase 31 for movement with the shift lever 34 when the shift lever 34 ispivoted along the first path 36. The gated member 43 has protrusions 84′that engage the shift lever 34 when the shift lever 34 is moved alongthe first path 36, as described in more detail below.

[0034] The gated member 43 includes a pawl-disengaging or “pawl driver”member 45 that releases the pawl 42 from the notches 41 when the shiftlever 34 is pivoted into the second or third shift paths 37 and 38. Thegated member 43 is configured to remain stationary when the shift lever34 is pivoted into the second or third shift paths 37 and 38.Spring-biased plungers 89 and 90 on the gated member 43 are selectivelyengaged by the shift lever 34 only when the shift lever 34 is pivotedinto the second or third shift paths 37 or 38 and when pivoted forwardly(for downshifting) or rearwardly (for upshifting). The spring-biasedplungers 89 and 90 provide a feel when upshifting or downshifting in themanual shift mode of shift paths 37 or 38. This arrangement allows theshifter 30 to be used in either right-side driven or left-side drivenvehicles. The right-handed cover 39 (FIG. 1) and the left-handed cover39′ (FIG. 2) can be selectively attached to the base 31, whereby theshift lever 34 is immediately configured for use in a left-side drivenvehicle or a right-side driven vehicle, respectively, without furtherchange. This greatly facilitates assembly and thus reduces manufacturingcosts in a manufacturing plant where both United States and foreignvehicles are assembled, and also greatly helps in service where avehicle is converted to another arrangement.

[0035] The illustrated base 31 includes box-shaped outer casing 47(FIG. 1) defining a rectangular cavity, and an inner casing 48 (FIG. 4)that fits mateably into the outer casing 47. The outer casing 47includes a quick connect 49 at one end shaped to mateably engage asleeve anchor connector on a Bowden-type transmission cable assembly.Transmission cable assemblies are well-known in the art and theirconnection to base 31 and to shift lever 34 need not be described hereinfor an understanding of the present invention.

[0036] The inner casing 48 (FIG. 4) includes sidewalls 50 and 51 and endwalls 52 and 53 shaped to fit closely into the outer casing 47. The endwalls 52 and 53 also include holes 54 and 55, respectively, defining thefirst axis 33. The sidewalls 50 and 51 include aligned holes 56 forreceiving the pivot pin 76 to pivotally mount the gated member 43 asdescribed below. A mounting flange 58 is configured to support anelectromechanical device, which is embodied in the illustratedarrangement as the solenoid 59. Attachment flanges 60 are provided onthe walls 50-53 for receiving screws 61 to attach the inner casing 48 tothe outer casing 47.

[0037] The shift lever carrier 32 includes a symmetrical molded body 62with parallel sidewall portions 63 connected by end portions 64 and 65.Front and rear bearings 66 and 67 extend longitudinally from the tips ofthe end portions 64 and include cylindrically shaped bearing surfaces 68configured to rotatably engage the holes 54 and 55. The bearing surfaces68 include lubricant-carrying grooves 69 to promote long life. Parallelarches 70 and 71 extend from the tops of sidewall portions 63 and arerigidly interconnected by reinforcement ribs 72. The arches 70 and 71each include an underside with the notches 41 defining the gearpositions PRNDL.

[0038] The shift lever 34 (FIG. 5) includes a molded pivot-forming leverbody 74 that fits closely between the sidewall portions 63, and atubular lever post 75 secured to the lever body 74 that fits between thearches 70 and 71. The bottom end of the post 75 includes a ballconnector 75′ that is configured to engage a universal connector on acable of the Bowden transmission cable assembly. This bottom ballconnector 75′ is known in the art and need not be further described. Apivot pin “Y” (FIG. 4) extends through the lever body 74 and rotatablythrough pivot holes 77 in a center of the sidewall portions 63 topivotally mount the shift lever 34 to the lever carrier 32 for movementabout the second axis 35. An elongated “straw” actuator 78 is positionedin the post 75, and the pawl 42 is attached to a lower end of the strawactuator 78. The pawl 42 extends laterally through opposing longitudinalslots in the post 75 to a location under the arches 70 and 71. The pawl42 is biased upwardly, such as by a spring 78′ under the pawl 42 withinthe post 75, such that the pawl 42 engages the notches 41. A handle (notspecifically shown) is attached to a top of the post 75 and includes athumb button operably connected to the straw actuator 78. This allows anoperator to selectively move the pawl 42 to disengage the pawl 42 fromspecific notches 41. The notches 41 are configured to control movementbetween gear positions PRNDL. For example, the notches 41 allow theshift lever 34 to slide from R into N and on into D with the pawl 42slidingly engaging the notches 41, but the notches 41 prevent the shiftlever 34 from moving from N into R unless the pawl 42 is depressed. Thenotches 41 also prevent the shift lever 34 from moving from P to Runless the pawl 42 is depressed. It is noted that the general operationof the pawl 42 with the gear-position-defining notches PRNDL, and thegeneral function and operation of the straw actuator 78 are known in theart, such that further explanation is not required for an understandingof the present invention.

[0039] The gated member 43 (FIG. 4) has an inverted U shape, with across wall 84 and down walls 85 and 86. The down walls 85 and 86 includeholes 85′ and 86′ that align with holes 50′ in the sidewalls 50 and 51of the inner casing 48. A pivot pin 76 extends through the holes 85′,86′, 50′, and 51′ to pivotally secure the gated member 43 to the innercasing 48. The cross wall 84 of gated member 43 includes an enlargedrectangular aperture having opposing inwardly extending protrusions 84′so that the aperture defines an H-shaped cavity 88 (in top view), withthe legs of the H-shaped cavity 88 being located in and extendingparallel to the second and third shift paths 37 and 38. A spring plunger89 is positioned in each forward end of the legs, and a second springplunger 90 is positioned in each rearward end of the legs. The springplungers 89 and 90 are positioned, such that movement of the lever andHall effects magnet complete the circuit with the Hall effects switches“Z,” completing the circuit through wires 89′ and 90′ to the controller91. There are also springs 92 at each of the legs in the H-shaped cavity88 to bias the shift lever 34 back toward a centered position after theswitches “Z” are actuated and the shift lever 34 is released (i.e.,after the manual upshift or manual downshift is completed). It is notedthat switches “Z” are shown in FIG. 4 for illustrative purposes, but inreality they are mounted on the gated member 43.

[0040] A sleeve section 80 (FIG. 5) is slidably positioned on the post75 and engages the pawl 42. The pawl driver 45 is rectangularly shapedto fit under the cross wall 84 (FIG. 4) and between down walls 85 and86. The pawl driver 45 has a bottom with angled surfaces 82 and 83shaped to engage ribs 81 and the sleeve section 80 as the shift lever 34is pivoted from the first shift path 36 into either the second or thirdshift paths 37 or 38. This engagement causes the sleeve section 80 tomove pawl 42 downwardly on the lever post 75 when the shift lever 34 ispivoted from the first shift path 36 to the second or third shift paths37 or 38, disengaging the pawl 42 from the notches 41.

[0041] Specifically, when the shift lever 34 is in the first shift path36, it engages the ends of the protrusions 84′, such that the gatedmember 43 moves along with the shift lever 34 as the shift lever 34 ispivoted between gear positions PRNDL along first shift path 36. When theshift lever 34 is in D and in the second or third shift paths 37 or 38,the pawl 42 is disengaged and also the gated member 43 is held in astationary position by the feel positioner 94. Thus, when the shiftlever 34 is moved along second or third shift paths 37 or 38, it engagesone of the switches “Z.” These switches “Z” are connected to adrive-train controller 91 (FIG. 4) on the vehicle. The controller 91 isconfigured to upshift or downshift the vehicle transmission in amanually shifted mode when the switches “Z,” respectively, are sensed bythe presence of magnet “X.” For example, with the vehicle transmissionin the D gear position (i.e., in third gear), a manual downshift wouldcause the controller to shift the transmission into the second gear.Since the second and third shift paths have identically wired switches“Z,” the shifter 30 is symmetrical in the way that it operates. Thus,the same shifter can be used for either right-hand driven vehicles(i.e., the driver's seat is in a front right part of the vehicle) orleft-hand driven vehicles (i.e., the driver's seat is in a front leftpart of the vehicle). The only difference is that the cover 39 has aslot 40 that limits the shifter 30 to be used in a right-hand drivenvehicle, such as is commonly used in the United Kingdom (FIG. 1), or thecover 39 has a slot 40′ that limits the shifter 30 to be used in aleft-hand driven vehicle, such as is commonly used in Europe (FIG. 2).

[0042] A first feel positioner 94 (FIG. 7) provides a feel to a vehicledriver when pivoting the shift lever 34 about the second axis 35 betweengear positions PRNDL. The feel positioner 94 includes an undulated orirregular surface 95 on a bottom of the down wall 85, with the bumps ofthe irregular surface 95 corresponding to the gear positions PRNDL. Thefeel positioner 94 further includes a cantilevered arm 96 having a leafspring 97 attached to a mount 98 (FIG. 4) on the inner casing 48 of thebase 31, and a molded hand 99 holding a roller 100. The roller 100 isbiased by the leaf spring 97 into frictional rolling engagement with theirregular surface 95, and provides different resistance to rotationalmovement as the shift lever 34 is pivoted between the gear positionsPRNDL.

[0043] A second feel positioner 102 (FIG. 3) provides a feel to avehicle driver when moving the shift lever 34 laterally from theautomatically shifted mode (i.e., from the first shift path 36) to themanually shifted modes (i.e., to either of the second or third shiftpaths 37 and 38). The feel positioner 102 includes an undulated orirregular surface 103 on a top of the lever carrier 32 near the frontbearing 66, with the hollows between the bumps of the irregular surface103 corresponding to the first, second, and third shift paths 36-38. Thefeel positioner 102 further includes a cantilevered arm 104 having aleaf spring 105 attached transversely to a mount 106 on the inner casing48 of the base 31, and a molded hand 107 holding a roller 108. Theroller 108 is biased by the leaf spring 105 into frictional rollingengagement with the irregular surface 103, and provides differentresistance to rotational movement as the shift lever 34 is pivotedbetween the shift paths 36-38. The feel positioners 94 and 102 areconfigured to bias the shift lever 34 and the lever carrier 32 to acenter of their respective selected positions.

[0044] A lock device holds the gated member 43 in a stationary positionwhen the shift lever 34 is moved to the second or third shift paths 37or 38 by engagement of projection 203 and 202 on lever carrier 32 intoslots 200 and 201.

[0045] A unique park lock and reverse lockout device 110 (FIG. 8) isprovided by the solenoid 59 that is attached to the inner casing 48 ofthe base 31, and its engagement with a configured slot 111 in the downwall 85 of gated member 43. The slot 111 extends arcuately around thepivot hole 85′. The solenoid 59 (FIG. 20) includes a body 112 and anextendable pin 113. The extendable pin 113 (FIG. 9) telescopinglyengages a shaft-covering sleeve 114. The sleeve 114 has a first outerdiameter D1. The pin 113 has outer, middle, and inner sections 115-117,respectively, that extend from its outer tip inwardly with outerdiameters of D2, D3 and D2 respectively. The diameter D3 of middlesection 116 is smaller than the diameter D2 of outer and inner sections115 and 117, and the middle section 116 is located between outer andinner sections 115 and 117 for reasons given below. The illustratedextendable pin 113 is spring-biased to a normally retracted position,but is extendable 7-mm (FIGS. 9 and 10). The sections 115-117 havelengths of 7-mm, 8-mm, and 3-mm, respectively, when retracted. (Thelength of the inner section 117 becomes 10-mm when the pin 113 isextended, since the pin 113 is extended 7 mm.) A spring 117′ biases thepin 113 to a normally retracted position.

[0046] The configured slot 111 (FIG. 8) has a first end with a hole 120large enough for the inner section 115 of the extendable pin 113 to fitthrough in order to permit assembly. The part of the slot 111 thatcorresponds to the P gear position (FIG. 11) includes a three-sectioned“park” defining surface 121 (FIG. 11) having a middle section 122 with asmall diameter D3 and outer and inner face sections 123 and 124 havingthe larger diameter D2. The inner casing 48 also has a wall section 125with a hole 126 having a diameter D2 that aligns with the extendable pin113. The part of the slot 111 that corresponds to the R gear positionincludes a three-sectioned “reverse” defining surface 127, where theouter and middle two sections 128 and 129 have the smaller diameter D3,and the inner section 130 has the larger diameter D2. The part of theslot 111 that corresponds to the N position includes a three-sectioned“neutral” defining surface 131, where the outer section 132 has thesmaller diameter D3, but the middle and inner sections 133 and 134 havethe larger diameter D2. The part of the slot 111 that corresponds to theD position is like the width 127 at the R position of the slot 111, andincludes a three-sectioned “drive” defining surface 137, where the outerand middle sections 138 and 139 have the smaller diameter D3, and theinner section 140 has the larger diameter D2. To summarize, the innersections 124, 130, 134, and 140 are all the same size D2, while theouter and middle sections differ in size to provide particularfunctions, as described below.

[0047] In its extended and retracted positions, the outer section 115 ofpin 113 always engages the hole 126 in the wall section 125 of innercasing 48 (see FIGS. 15 and 16). The continuous engagement of the outersection 115 with the hole 126 keeps the pin 113 in proper alignment atall times, despite stress and transverse forces applied to the pin 113,such as from an operator trying to move the shift lever 34 withoutproperly releasing the shift lever 34 from a locked position.

[0048] When the ignition key is off or removed, the solenoid 59 isde-energized and the extendable pin 113 is retracted (FIG. 15). When theignition key is inserted and the vehicle ignition turned on, thesolenoid 59 remains de-energized and retracted. When pin 113 isretracted and the shift lever 34 is in the P gear position (FIG. 15),the outer section 115 of the pin 113 nests into and engages the outersection 123 of park-defining surface 121 that the shift lever 34 of thevehicle is in a park locked position where the shift lever 34 cannot bemoved out of the P gear position.

[0049] When the vehicle ignition key is in the “on” position and thedriver presses on the park brake pedal, the controller 91 is programmedto energize the solenoid 59, causing the pin 113 to extend (FIG. 16).When extended, the small-diameter middle section 116 of the pin 113 ispositioned in line with the small diameter middle section 122 of thepark-defining surface 121, such that the gated member 43 is unlockedfrom the park lock position so that it (and the shift lever 34) can bepivoted. This allows the pin 113 to slide along the slot 111 from the Pgear position to the R gear position. After the pin 113 exits the P gearposition, the pin 113 is de-energized and the pin 113 retracted so thatthe configured slot 111 and pin 113 allow the gated member 43 to befurther pivoted to the N or D gear positions (i.e., the pin 113 must bede-energized so that the end 115 of pin 113 does not engage the enlargedmiddle section 133 of the neutral-defining surface 131 of the slot 111).The controller 91 includes a timer (e.g., set to expire in less than 2seconds) or is programmed to sense that the shift lever 34 is out of theP gear position. For example, Hall effect sensors can be positioned onthe cover 39 and connected to controller 91 to sensor a location of theshift lever 34 as it exits the P gear position. The controller 91, whenthe shift lever 34 exits and is no longer in the P gear position,de-energizes the solenoid 59, such that the pin 113 retracts.

[0050] The pin 113 (in the retracted position) and the slot 111 allowthe gated member 43 to be pivoted from the D gear position back to the Pgear position at any time (as long as the solenoid 59 remainsde-energized and the pin 113 remains biased toward its retractedposition) since the outer end section 115 of pin 113 slides alongsurface 85′. When the pin 113 is retracted and the shift lever 34 ismoved back to the P gear position, the outer section 115 telescopes intoand lockingly engages the outer section 123 of park-defining surface121, thus locking the shift lever 34 in the park lock position (i.e.,with the brake pedal not depressed).

[0051] The controller 91 is also attached to a switch 119 for sensingvehicle speed and a brake pedal switch 119′ to sense when the brakepedal is depressed and the brakes applied. If the vehicle speed is toohigh, such as above 3 mph, the controller 91 energizes the solenoid 59to extend the pin 113. In the extended position, the inner section 117of pin 113 telescopingly extends into middle section 133 in hole 131,such that it locks the shift lever 34 in the N gear position andprevents the shift lever 34 from being shifted from the N gear positiontoward the R or D gear position. Notably, the driver can shift the shiftlever 34 from the D gear position to the N gear position, but cannotmove the shift lever 34 from the N gear position into the R or D gearposition until the brake pedal is pressed, closing the brake pedalswitch 119′. Thus, this provides a neutral lock function. This causesthe pin 113 to hold the gated member 43 and hence the shift lever 34 inthe N gear position until the pin 113 is retracted (i.e., until thebrake is applied).

[0052] When the shift lever is in the N gear position, the controller 91only de-energizes the solenoid 59 to cause the pin 113 to retract whenthe brake pedal is depressed and the brake pedal switch 119′ is closed.Notably, the action of depressing the brake pedal and operating thebrake pedal switch 119′ in this circumstance causes the solenoid 59 tode-energize, which is opposite the action that occurs when in the P gearposition. This arrangement advantageously provides a neutral lockfeature, with the same solenoid 59 being used for both park lock andneutral lock features. This is a tremendous cost savings since it allowsa single solenoid to provide both a park lock function and a neutrallock function. Contrastingly, if a second solenoid or a second cable wasrequired, it would add up to five dollars ($5) or more per assembly tothe cost of manufacture. It is contemplated that the present inventivearrangement can be used in any shifter where it is desirable to includea park lock feature and a neutral lock feature. Restated, this conceptis not believed to be limited only to shifters having an automaticshifting mode (i.e., PRNDL) and a manually shifting mode (i.e., upshiftand downshift), as in the present shifter 30.

[0053] In the second and third shift paths 37 and 38, the slot 40 in thecover 39 (or the slot 40′ in the cover 39′) forces the shift lever 34 toremain in the detented D gear position. Thus, there does not need to beany park lock or reverse lockout when the shift lever 34 is in thesecond or third shift paths because the slot 40 (or slot 40′) preventsthe shift lever 34 from being moved to the P gear position.

Modification

[0054] A modified shifter incorporating a modified gated member 43A isshown in FIGS. 2128. The modified gated member 43A is similar to thegated member 43 and, as will be understood by a person skilled in theart, can be substituted for gated member 43, as described below.Accordingly, it is not necessary in this document to describe theshifter 30 (e.g. the base 31, the lever carrier 32, the shift lever 34,and a majority of the gated member 43) a second time for a personskilled in the present art to understand this modification. To simplifythe present description, in modified gated member 43A, all similar oridentical components are identified with the same identification numberbut with the addition of the letter “A”. This is done to reduceredundant discussion and not for another purpose.

[0055] In the present modification, the down wall 85A of gated member43A and the extendable pin 113A are modified as follows. Brieflysummarized, the assembly hole 120 is eliminated in the configured slot111A in the down wall 85A, and an elongated guide 160A formed along thesidewalls forming the slot 111A. The guide 161A is modified to includean inclined ramped surface 160A between the park position P and theneutral position N. Also, the park defining surface or hole 121A ismodified to become a continuous hole with a single bore diameter. Theextendable pin 113A continues to include outer, middle, and innersections 115A-117A, respectively, for selectively and controllablyengaging the park and neutral notches. The result is an arrangement thatis better adapted to function with the extendable pin 113A, and yetprovide long term durability and to facility assembly, as describedbelow.

[0056] More specifically, with the shift lever in the park position andthe vehicle brake pedal not depressed (FIG. 24), the controller 91de-energizes the solenoid 59A, and the solenoid 59A spring-biases theextendable pin 113A to a normally-retracted position. This places theouter section 115A in the park hole 121A, with the outer section 115Afully positioned in the park hole 121A. The outer section 115A slidablyengages both the park hole 121A, and also engages the hole 126A in thewall section 125A of the casing (48) for added stability. When thesolenoid 59A is energized, such as when the vehicle park brake isdepressed, the pin 113A is extended (FIG. 25). This positions the middlesection 116A of the end of the pin 113A in alignment with an end 162A ofthe elongated guide 161A (FIG. 22). Thus, a vehicle driver is allowed tomove the shift lever 34 out of the park position P into the reverseposition R (FIG. 26). As the shift lever 34 exits the park position P(e.g. when the shift lever 34 is one or two degrees out of the parkposition), the solenoid 59 is de-energized. This causes the pin 113A toretract, with the outer end section 115A engaging the ramped surface160A. As the shift lever 34 is moved to the neutral position N (FIG.27), the extendable pin 113A is further retracted due to the inclinationof the ramped surface 160A. The engagement of the inner end section 117Awith the guide 160A positively moves the pin 113A closer to a fullyretracted position. This is an advantage because the solenoid 59 extendsthe pin 113A with a more positive and forceful action when the pin 113Ais closer to a fully retracted position than when the pin 113A is closerto a fully extended position. Thus, when the shift lever 34 is in theneutral position N and the solenoid 59A is energized (FIG. 28), thesolenoid 59A provides a positive force to extend the pin 113A, with theinner end section 116A engaging the neutral notch 133A. It is noted thatwhen the solenoid 59A is de-energized (i.e. the pin 113A retracted), theshift lever 34 can be moved from the neutral position N through thereverse position R to the park position P due to the inclination oframped surface 160A and the sliding engagement of the outer end section115A with the guide 161A.

[0057] It is contemplated that the controller 91 can be programmed toreact to different vehicle conditions, as required by a vehiclemanufacturer, before energizing or de-energizing the solenoid 59. Inparticular, there are different vehicle conditions that vehiclemanufacturers may want before a shift lever 34 is locked in neutral. Onevehicle condition is where a vehicle operator has stopped a vehicle,shifted into neutral, and applied the vehicle manual park brake with thevehicle motor still running. (This apparently sometimes happens inEurope, where manual transmissions are still very popular, even thoughthe vehicle being driven has an automatic transmission.) In thiscircumstance, it would be undesirable for the shift lever to beaccidentally bumped from neutral into drive (or reverse) positions. Atleast one vehicle manufacturer has been interested in programming thevehicle controller to energize the solenoid 59 and lock the shift lever34 in the neutral position after the shift lever 34 has been in theneutral position N for a predetermined time period, such as about 15 to20 seconds.

[0058] In the foregoing description, persons skilled in the art willrecognize that modifications may be made to the invention withoutdeparting from the concepts disclosed herein. Such modifications are tobe considered as included in the following claims, unless these claimsby their language expressly state otherwise.

The invention claimed is:
 1. A shifter for shifting a transmission between different gear positions including a plurality of different gear positions, comprising: a base; a shift lever pivoted to the base for movement between shift lever positions corresponding to the different gear positions, the shift lever including a flange with an elongated slot with a first enlarged pocket corresponding to a first one of the different gear positions and a second enlarged pocket corresponding to a second one of the different gear positions; a control circuit adapted to sense at least one vehicle condition; and an electromechanical device having an extendable pin that is continuously positioned in the slot in all positions of the shift lever, the extendable pin being configured to engage the first enlarged pocket and lock the shift lever in the first one gear position until first predetermined vehicle conditions are met, the extendable pin being configured to engage the second enlarged pocket and lock the shift lever in the second one gear position until second predetermined vehicle conditions are met.
 2. The shifter defined in claim 1, wherein the extendable pin includes a shaft and an enlarged end section, and the slot further includes an enlarged hole at one end permitting the enlarged end section of the pin to be extended through the enlarged hole for assembly.
 3. The shifter defined in claim 1, wherein the control circuit is configured to extend the pin of the solenoid to lock the shift lever in a neutral shift lever position, which neutral shift lever position corresponds to the first one gear position, and to retract the pin of the solenoid to lock the shift lever in a park shift lever position, which park shift lever position corresponds to the second one gear position.
 4. The shifter defined in claim 1, wherein the first and second enlarged pockets extend only partially into the flange.
 5. The shift lever defined in claim 1, wherein the first and second enlarged pockets include portions that extend into opposite sides of the flange.
 6. The shift lever defined in claim 1, wherein the electromechanical device includes a solenoid, and wherein the base includes a wall having a supporting hole that aligns with the extendable pin for receiving and supporting an end section of the pin on a side of the flange opposite the solenoid.
 7. A shifter for shifting a transmission between different gear positions including park, reverse, neutral, and drive gear positions, comprising: a base; a shift lever pivoted to the base for movement between shift lever positions corresponding to the different gear positions, the shift lever including a flange with an elongated slot with an enlarged neutral pocket; a control circuit adapted to sense at least one vehicle condition; and an electromechanical device having an extendable pin that is continuously positioned in the slot in all positions of the shift lever, the extendable pin being configured to engage the neutral pocket and lock the shift lever in the neutral shift lever position until first predetermined vehicle conditions are met.
 8. A shifter for shifting a transmission between different gear positions including park, reverse, neutral, and drive gear positions, comprising: a base; a shift lever pivoted to the base for movement between shift lever positions corresponding to the different gear positions, the shift lever including a flange with a park-defining feature and a neutral-defining feature; a control circuit adapted to sense at least one vehicle condition; and an electromechanical device having an extendable pin that is configured to engage the neutral-defining feature and lock the shift lever in the neutral shift lever position until first predetermined vehicle conditions are met, the extendable pin being configured to engage the park-defining feature and lock the shift lever in the park shift lever position until second predetermined vehicle conditions are met. 